Auxiliary ship steering apparatus



June 20, 1950 STONE ETAL 2,512,119

AUXILIARY SHIP STEERING APPARATUS Filed Aug. 2, 1944 3 Sheets-Sheet l Rf g Zmnentons cjrl 71/5/4 (Ittorneg J1me 20, 1950 R, NE ETAL 2,512,119

AUXILIARY SHIP STEERING APPARATUS Filed Au 2, 1944 1 's sheets-sheep n 1950' A. R. STONE ETAL 2,512,119

AUXILIARY SHIP STEERING APPARATUS s.torm iehzseas, tidallwav v Patented June 20,1950

mm nation a it 251mm snmsrettinenrreeeme uMtamland A ru ti mu usta1944,:seia1nw5itms Our -invention relates to;steering assemblies-for rudder-directed vessels; 1 i I Y An object of our invention to provide a steering assembly which tends towards ensuring navigability of the associated--vessel-at all times, i even when the' ma-in" cqntr01s "haVe" been destroyed and which "is of-;especia1' value in the instance ofdamage from-wind, storm,--collision,- enemy action orother eauses,;and which is highly efiicient, simple, compact and rugged.

Other objects in par t will be obvious andin part pointed-outhereinafter, infconn'ectionwith' the description of theapparatus" disclosed in the accompanying drawings." f' l 1 Our "invention accordinglymonsistsin the sev- 1'5; eral elements, operational parts; and features of construction, and 'inithe relation of each for, the sameto-one or more-of-the thersas-described herein andset-forth in the accompanying claims.

Referringnow to the drawings: I 3

Figures 1, 2, and 3 are related. views, all schematic, of -a preferred embodiment of our invention, in which'Figure' 1 constitutes the right-most part of'the assembly, Figure 2-the intermediate part, and-Figure 3 the left-most 'Figuresl'and 5 disclose fschematically one embodiment of the shift-over- -valve' which we employ, Figure 4 illustrating the connections established for normal fiow an'd' Figure' 5 depicting those for emergency operationf;-' f

*Similar1y, Figures 6-and 'l' schematically' disclose, respectively, the normal and emergency connections through a form ---o f-ylocking'valve' which wedesire-to-use;

f -Figures 8, 9 and 10" show schematieally the' connections established -by the' =m'otor-driven shuttle-valve for normal use and for port and starboard emergency steering respectively; while Figures Ill, 11 2" and l3 are zsimilarschematic views ofhtheehandedriven shuttle valve respec-r tively,;for normalzuse and for portland starboartl emergencyrudder. i J

Asiconduciveflto a mor-e thorough understanding vof our :invention, itimay be noted at this point thatithrgughoutithe history ofdevelopment of tshipping,:particularlyaforaoceantravel atten-J tion hasgbeen givenlto the Lproblemotadequately providing for alternate amethods iand: means of steering lupon theloccurrence .of damage ior any reasomto the maingsteeringiequipmentt ,QQBaIL-I going vessels are frequentlytmenaced xirom a: var ty of causes, tsuchgas cwind, .iOI' electrical icebergs, collisions l .azerdstofwpm efi A6;

lLLClaimsl (clams-s2) travel have multiplied -nnder --war conditions. Shellfirefbombs, orpedoesem-ines, or-other'enemy action'may -result"-;in disabling important parts of the ship; inrilud-ing the steering controls. Particularly when precision attack is possible, enemy-action frequently --is first directed at the ship swbridge', where-the -principal controls are usj-uallycdricentrMed Heretoore -it has ifreqi-iently *happened that when-thebridge *ofthe -*ordinary iright-or cargo vessel; havingeonlystandard --equi-pment,-is taken out-of action' the entire shipis helpless and unmanageable} {1t oftenihappens that upon damage "to vessels of =modern--preseht day construction wherein a high degree-df ruggedness and stability is imparted to the -=sl-iip, the latter is able to remain afloat-even-though tremendous damage has been incurred: nder such conditions, provided only that amule -means ef-steering are --available, it is quite-possible-that=the vessel can bebmug-htinto port. The consequent tremendous saving in human-lives, in cargo anrl dn the vessel itself requires no discussion r Fo'r these and many other reasons which are equally apparent, considerable attentionhas been given through the years to the-provision of what mam-be 1 calledemer-gency Steeringeontrol "of vessels :Developm'ent work in this iield has pro- (needed at saeoel-e-raited space since the outbreak of Jthelupresent worldwar. --It-=remains,"however,

that none of" :the developments heretoforebrought forth 'havewproved ato be-entirely satisfactory. Forloneireason or anotherpthey have 'been found to beseither unreliableg too; complicated, cumbersome, iexpensive',=or ttoo slow in their control action: In shortnno one has heretofore achieved a com-pletelysatisiactory solution of this problem. 1 A funth'erimportant objecis of our invention, therefore is to -avoid and-relieve, i-nlargemeasurenthe disadvantages and defects of the prior artsand at the-same timeto produce a ship steering assembly -which-will provide effective rudder control -substantiallyat fill -times; so long as the vessel remains afloat. 450 long as the rudder remains substantially intact, andsolong as the associated ruiltierswinging means, such as steeringhnotors orasteeringrams, remain without -alepre'diable damage, it is important that auxiliary controls=-be;availabl-e 'for manipulating the rudder anii for thereby ensuring dirigibili-ty oftheship. l

51A furthereimportant object of our invention, therefore; is zto provide a ship-steering assembly which will cfunctionziaithfully at substantially Similarly, from connection T2 conduit- I8 leads to port S6 of valve S, while from the other end 7 of this T-connection T2 conduit l9 extends to trol. We will discuss these parts in the order just recited.

Main hydraulic system and drawing attention to the drawings, pumps port 132 (Figure 3) of by-pass valve IB.

Considering now the by-pass valve IB of Figure 3, this valve comprises a valve stator or casing [BS and an inner rotor, IBR. The rotor can be: swung, by'm'eans of handle IE5, back and forth from the full line or open position. Within rotor IBR is provided an obtuse-angled conduit IE6, which when the rotor IBR is in its nor- Referring now to the practice of our invention PI and P2 (see Fig. 1) serve alternately tov ener-.,

gize the main hydraulic systemlthrough maintransfer valve V. They may be driven in any desired manner as by reciprocating engines, turbines, prime movers, or the like.- 'In the present embodiment, however, we have elected to drive the pumps by means of suitable electrical motors El andE2, motor El andpumpPl being ass o; ciated as a pair, whilemotorE2 and pump P2 are similarly paired. The pumps and the motor may be of any desired rating, and there. isno compulsion that the elements of qnepair have the same characteristics as the elements of the-other; In the preferred embodiment, however,

pair. the pumps are of like rating.- Similarly the motors have like ratings, and characteristics This is for reasons; of symmetry, ,amongothers. In

operation only one set of paired pump and motor;

is employed at a time. When desired, as when necessary to dismantle, clean out and remove sludge from the operating pump, to lubricate or otherwise repair the same, thisoperable pump is de-energized and disconnected from the hydraulic system. At the same time, .the other pump, which as a matter of good engineering a The rotor V2 of ;main transfer valve V has two.

normal or working positions: disposed rapproximatelyGO degrees apart. Thevalve rotor isso ported and chamberedthatin one such. position it connects the conduits of the Working-pump PI or P2 directly into the hydraulic system while simultaneously, it closes the conduits of thedecommissioned pump upon themselves, thus es-, tablishing a fluid short-circuit whenthat pump is started up and before it is cut into the system. Conversely, when the rotor V2 is swung through 60 degrees, the connections are reversed. The pump previously out of service is cut directly into the hydraulic system, while short-,circuit;fiuid connections are established across the, pump taken out of use.

From the valve V, main conduits l4 and I5 8X1 tend to T-connections TI and T2,- respectively (Figure 2). From one end of one such T-connection, Tl, conduit It leads to port .Si of shiftover valve S, while from the other end thereof conduit ll extends to port 2133 of the secondoftwoby-pass valves lB and 2B (Figure '3), the purpose of which, by-pass valves will be developed more fully. hereinaften.

balance portion 28.

mal positiomconnects port IB2 with port 13!. By conduit 20, 'port lBl of by-pass valve IB is .connected with port IR! of cylinder IRC of ram IR. It is to bennoted that this connection is adjacent one end of cylinder IRC. This cylinder is also ported at IR2 near its other end. By means of conduit 2|, port IR2 of cylinder IRC is connected to port IE4 of valve IB. Conduit lBl in rotor IBR, shown as acute-angled, normally intel-connects ports I34 and IE3 in the stator lBS. Conduit 22 leads away from port IE3. This conduit 22 leads (Figure 2) to port S2 of shift-over -valve S.

p In similar manner, by-pass valve 23 comprises a stator ZBS-and an inner rotor 2BR. Conduit 2B1 leads from port 233 to port 234 in casing 23S when the rotor 2BR is in its normal position. Conduit '23 extends between port 2134 of valve 23 and port2Rl at one end of cylinder 2R0 of ram 2R. The other end of this ram cylinder is connectedthrough port 2R2 to conduit 24, and thence to port 2B! of valve 23.; Conduit 2136 in valve rotor 2BR serves to connect, in normal positionof the valve rotor, ports 2B| and 2B2 of stator 2B8. Conduit 25- leads from port 232 to port S5 of shift-over valve S, Figure 2. Arm 2B5 serves to swing valve rotor 2BR. from its normal position, shown in solid lines, into its inactive position, shown in dotted lines of the handle.

Referring again to the construction shown in Figure 3, rudder 26 swings on axis 21 between rams IR and 2B, and is provided with a counter- Arms 29, 30 extend from rudder 26, adjacent its axis of rotation 21, to ram lRand 2R, respectively. These arms terminate respectively inpistons 3|, 32, cooperating with corresponding ram cylinders IRC and EiRC. These pistons are moved by-hydraulic pressure within the cylinders, to swing rudder 26.

It is of value at this point to consider, in schematic manner, certain of the details of the shiftover valve as disclosed inFigure 4, which per se forms the subject of the companion copending application, Serial No. 547,789, of Albert G. Winchester, filed of even date herewith and entitled Shift- Over Valve. The Fig. 4 discloses, schematically, the connections established within the valve for normal operation of the cylinder. The precise mannerof establishing these connections and the precise design of this-valve do not com' prise part of this invention anddo not require detailed description at this point. Suflice it to say that the construction of the valve is such that in the normaloperation of .the steering system, from pump P! or P2, connections are established between conduits lfiand .22 through ports S! and S2 and conduit 33. within the valve. Similarly, connections are .established from conduit l8 through port. S6, conduit 34 within the valve and port S5, toconduit 25. h i

T .To understand thoroughly the operation of the hydraulic .system from main control, we will briefly-describe all modes of operation from mainagd'lgiliii 12101. .m n-transierwalyev beingrsetaccordingly; nndrthatthe dir Qtion-.;of;.rotationyofhpump PI .is

suc est pr vide f rfi f rud er.

In this case fluidv basses .zthroue'h. conduit ,1 I from :whe t, is mow the.- eutlet porteof. pump? I, thr u h; port .Wr c nduit:afirwithinttheirotor N2.

n rtv-loendrthence throu h conduit. I5.;to T2.

control. This. operation rismade possible because of the; comparatively.Substantial rating. .of pump P I i gensu es rapid; swin ing. of rudder 2 hand he ce ens ii/ze :@n r-Q "'\0f.fthe-..$hip. Forcennien ei W Wil r-fir5tadfi clfiibeothe. branch which controls 13am 1R. 1 i From. connection, then, fluid courses up along .-conduit 1-9 tQpOrtJI'BZ instator. IBS. With therotor, settinggas shown in solid. lines at 1335, theaby pass valve .l -Bgisopen to this supply fluid. The fluid passes acrossconduit IBG, port IBI, conduit 20 andypprt [Bl to;the, left end, of cylinder lR C--.ofwram i:R. 1 This moves piston 3| to the right under,-'fluid pressure, thereby swinging arm ZBuCIOQKW iSGQaDd pulling rudderZd-in the same direction, about itsax-is; 2-]. Fluid: at the right. end ,of the cylinder. is forced. outlthrough port I32, ffionduit ,2 |,;por t. I,B 4,,conduit IBI, port: IE3. and conduit 22 to port S2 of valve S. Thence, as shown in Figure 4, the fluid passes through conduit 33,port-Sl and conduit 16 to Tl. From here fluid flowv may.betraced back to pump Pl, through conduit I 94,, port VB, conduit 36 within rotor V2, port Y3 and conduit ill to the upper port, now servingas the inlet port of pump Pl. From T-connecti nTZ theflow of fluid for energizing ram 2R, maybe traced through. conduit l8,fport S6, c onduit 34 (Figure 4) port 3.5, conduit 25, port'Z BZ (Figure 3), conduit 2B6,

port 2 Bland conduit 24 OpQItZRZ at the right 7 end .ieur v ofram cylinder ,ZRC. The piston 32 is moved to theleft inthefigure under fluid pressure so that armj,3l), and hence rudder 2.6,

are swung clockwise aboutaxis 21.. Fluidisswept, by the piston 32 out fromtheleft sideof the cyl-.

inder, through port 2R I, conduit 23, port .2134,

conduit ZBl, port 2B3, c onduit H, to connection, Ti and thence back to pump PI in the manner al-' ready describedincqlmection with fluid returningjfrom ramlR. The rudder is ,therebyswept rapidly and. positively .into left rudder position under the. coupled ,or. combined effects of rams IR,

and,. 2R.

,Qundescription hasprogressed with the sup:

position that a single rudder is employed. Our

invention is. equally applicabl however, to the casewhere-pair-ed rudders are. employed, the du- I plieation of connections. being .apparent to those versed .in-Htheart. Similarly, while description has beenherein made of the use of hydraulic rams, for swinging. the rudder, it is entirely feasible: to. employelectric or similar steering motors where desired, and we have found that these operatewithentiresatisfaction.

been.f.or-..the.1eft rudder conditions.

courses from-the right in conduit ll] (Figurel) across-;port. V3,,conduit 36, port V8, andconduit M to T-connectioni'Tl. From :herethe fluidrim 33;;( Figuret4) ,arpprtrshconduit 22; :port 133 (Fig-. urezs') conduit, 1 13:1 ,1 port IE4, and conduit; 2 I .to

port 1. [R2, atutherightcofram cylinder. RC. As

ence to @pump Pl.

fluid ,pressuretbuildsrup, piston BI is movedio the leftdn Figurer3, swinging; arm 29 and rudder 26 in counter-clockwise;rdirection.:.about...axis.2]. Fluid .at :left ;of.; cylind er. .IRC passes-through port 1R1, conduitxzmiport; IBI conduit 1B6, .port 1132, and. conduit 119,;torflfrconnection. T2. Thence, the fluid .coursesnback through; conduit ".115, port .VII, conduiti35,-.port hand. conduit II to, pump. P1.

isimultaneously, afluid. courses from :TI downthroughconduit: I?! ports: 2B3 (Figure. 3 conduit 2B1, port.2B4,.c.onduit 2 3,.and portlltl atthe leftrendloft ram Cylinder; 230. (FigureB) Piston 32 ,is :moved.;- by..'pressurewflui d; to the right, and arm Slandxrudder. 2.6 aregswung; counter-clock". wiserabout axis @251. .,E'1uid: from the-right end .of cylinderhZRC. passes through :port 2R2, conduit fiil rport 11213;! (conduit 2B6, :port: 232, conduit 25, port S5,.conduiti34 ctEigure .14 ,port "S6, and cone duit .181 back to. ;Te conne,ct,ion T2. The fluid thencetpassesibackuto:pumpgP-l in the manner already described. .with respect to fluid :from ram 1R, In the meantime,.-connections;have been completedthrough Valve 'V that should the .pump P2 be idling:iomthe.line,.iimpelled bymotorEZ, its fluidsystem sis lshorted on, itself. Assuming .a.

direction of rotation bf-pumpPZ such .thatconduit 1.2 is 'the'zoutlet 4conduit,.fluid circuit can be traced from --c.onduit.5'l:2, port .V 5, conduit 3l,.-port vs, .aHdJCOIldUit i1233 1334X ,totpu-m'p P2. It will he noted that in :thiSa case-.1110 ,fluid .pconnections are.

established: :between. the idle pump P2 and the ram-operating circuit.

:Should, howeyer,:the 1p.osition of the rotor V22 ofwtheimain transferwalve V be turnedeloc'kwise degrees from thatrposition shown in Figure I, it iszthe .pumpePl which willbe disconnectedand idling. ;Short-circuit connections across this pump :can be traced, .for example, as follows: Fromrconduit, l l port V4, conduit 35, port V3, and conduit1 0. back to the pump.

Whatghas beensdescribedhas been with refer- We Will now describe the operation from pumptP2; For'left rudder operation from pumpRZ, circuit maybe traced as :fo1- lowsziConduit'w, port VB, conduit 31, port V9, conduit -15, to connection T2. partafollows-conduit-l9, port [B2 (Figure 3) conduit [B6, port lBi, conduit 20 to port lRl Clockwise-rotation of rudder 26 ensues, in manner previously-described. Thence fluid courses through port l R2, conduit 2|, port [B4, conduit IBT, port IB3; and conduit 22 to port S2 (Fig. 4) conduit 33 ;port S l conduit 16, to connection T l Thence through conduit l4, port VB, conduit 35, portVS and conduit l 2 back to pump P2.

At the same time, fluid courses from T2 through conduit 18-, port S6, conduit 34 (Figure 4) port S5, conduit 25,- port 2B2 -(Figure 3) conduit 2B8, port :2B'l, conduit 24=and port 2R2 to the right end (in l 'igurem of ram cylinderZRC. Piston 32 is forced to the left, so that arm 31) and rudder 26 are swung clockwise in Figure 3, about axis 21. Return fluid flows from port 2R! at leftof fluid from ramlfdand flows back to pump P2 in the manner heretofore described.

Upon reversal of direction of rotation of pump R2, -for starboard rudder, circuit connections for g t tm n nd itets,. ms], conduit 1. the fluid canabestraced brieflyas follows; From,

Thence fluid in 7 conduit 12, port V5, conduit 35, port V8, conduit I4, to TI. Thence the fluid in part courses through conduit I6, port SI, conduit 33 (Figure 4), port S2, conduit 22, port IB3 (Figure 3), conduit IB'I, port IB4, conduit 2I, to port IR2 at the right end of ram' cylinder IRC. Piston 3I is forced to the left in Figure 3, swinging arm 29 and rudder 26 counter-clockwise about axis 21. Return circuit is established from left end of ram cylinder IRC in Figure 3, through port IRI, conduit 20, port IBI, conduit IBB, port IE2, and conduit I9 to T2. Thence the fluid recombining with fluid from rain 2R, to be described, passes through conduit I5, port V9, conduit 31, port V6, and conduit I3 back to pump P2. At the same time, fluid circulates from TI down through conduit I'I, port 2B3 (Figure 3), conduit 231, port 2134, conduit 23, and port 2RI. at the left end of ram cylinder 2R6. Piston 32 is forced to the right, swinging associated arm 30 and rudder 26 counterclockwise about axis 21. Return fluid circuit is established from port 2R2, conduit 24, port 2BI, conduit 2B6, port 2B2, conduit 25, port S5, conduit 34 (Figure 4), port S6, and conduit I8 back to T2, and thence returns to pump P2 over the route already traced.

From the foregoing it will be seen that the pumps P I, P2 serve alternately and independently of the other, to energize the fluid control system. Operation of main transfer valve V determines which pump is brought into service. While not in use, short-circuit connections are established for the de-commissioned pump by valve V, so that n damage will be caused by excess pressure through blocked conduits when the idle pump is brought into rotation. Rams IR, 2R are operated in parallel, each pump being of suflicient capacity to permit such operation. The effects of the rams are additive, and each exerts considerable power or torque in swinging the rudder. Thus an extremely flexible and sensitive control is available, admirably adapted for modern-day, comparatively high speed operation.

Should for any reason it be desired, however, to decrease the sensitivity of rudder response in normal operation, we provide for this by the provision of the separate by-pass Vales IB, 2B, associated one with each ram, IR, 2R. The normal operation of these by-pass valves has already been described. Their operation will now be described for working a single ram from a particular main pump PI or P2.

Upon swinging, say, valve rotor IBR from its normal position in Figure 3 as indicated by the full line position to its emergency position indicated by the dotted line position of said handle ,a swing of about 90 degrees-the conduits I9, 22, and associated ports IE2, IE3, respectively, are disconnected from their straight-through association with rotor conduits IE6, IE1, respectively. Rather, these ports IE2, IE3 are thereupon blocked by the solid parts of the rotor IBR. The fit between the rotor and the stator is such, and the materials from which these parts are constructed are so selected, that substantial leakage of the fluid in the hydraulic system will not occur when these ports are blocked. Ports IBI and IE4 leading to the ram cylinder IRC are connected through conduit IB'I. It will be seen, assuming that pump PI is energizing the system for port rudder, that when the valve IB is brought to the position just referred to, no fluid can flow from T2 through conduit I9 to this valve and return. The only positive control for the rudder; then, is throush'ram 2R. Fluid closed ofi. in the w Pump K is provided with paired conduits-38.39;

cylinder IRC of ram IR is forced from right end of the cylinder to the left end through conduit 2I,port IB4, conduit IBI, port IBI and conduit 20 so as to exert a hydraulic bufling action on the rudder throughpiston 3| and arm 29 while the rudder is being ported by ram 2R.

. Similarly, should for any reason it be desired to control the rudder 26 from the single ram IR, the valve IB is left in its normal position while valve 2B is shifted from its normal position, indicated by the solid line position of handle 2B5, into the position indicated by the dotted line position of this handle. The manner in which the valve rotor 2BR, (while in its secondary position), completes its circuit connections is just the same in principle as has heretofore been described with respect to valve IB, and requires no repetition. Moreover, the operation of either valve for de-energization, either for starboard rudder on pump PI or for either port or starboard rudder on pump P2, is clearly apparent and needs no further description. It is to be noted, however, that the manipulation of the bypass valves is permissible only during normal operation from the main pumps when the hydraulic systems of the two rams are connected in parallel. It will be disclosed hereinafter that when the auxiliarly system is brought into service, the rams are no longer connected in parallel, but are in tandem. In such tandem operation, both by-pass valves must be open and in service.

' The motor driven auxiliary system The specific description given heretofore has been almost entirely in connection with the operation of the main hydraulic system. Sensitive operation is thereby provided for normal conditions. Ordinarily the controls for the rudderswinging assembly are provided on the control bridge. Upon damage, however, to either the main pump assembly or the control bridge for any reason, as by enemy action or through action of the elements, there will be no means for steering the vessel unless suitable stand-by equipment is provided, the location of both which equipment and its control is at point or points remote from the bridge or main pumps.

Referring now more particularly to Figure 2, we

disclose therein a motor-driven auxiliary pump K which is driven by and is shown as mounted co-axially with a suitable motor E, which may be a steam engine, an. electric motor, or the like. The motor and pump preferably are encased in a Water-tight housing (not shown) so as to be operable under water should the equipment become submersed due to emergency conditions. In the illustrative embodiment and for simplicity, the motor E is an electric motor. Let us assume, now, that damage has occurred to either the control bridge or the main pumps, or both, but that the ship is left afloat and can be brought into control if proper emergency steering facilities are available. In such instance the main transfer valve V is thrown into an intermediate position which blocks all conduits leading therethrough. Thus the fluid pumps PI and P2 are closed oif from the conduits I i, I5 by valve V and are rendered inactive. For maximum safety and ease of control the valve V preferably is disposed at a point remote from the control bridge and emergency steering motor and pump, and an electrical operating circuit for the motor E is provided with a control switch near the-valve V.

. j z therri ehtwendiof S is shifted}i r1t0 proper pdsition (Figure '5) the 5 tonduits38, 39, normally disconnected from the conduits 1-9, 522 and 1 1,- 25 of =the main hydraulic system, are monhetedtherto by the valves; A

suitable system'lnot shown such 'as an electrical a me, through-port lR2, eonduit 2|, port lB i, conduit 1| 1 -po 'rt 1B3; conduit 22gport s2 (Figure 5),

conduit fl, *port S3,? conduit 45, conduit 45, port 2L3 'of self-locking valve 1L" (Fig. '7), conduit 66 Withinthe valve Ljtoport L4 thereof and thence through conduit 38fl5ack to the inletside of pump K-atport K2.-- lt thus will be-seen for the ex- "passed in'to the left 0firam cylinder I RC and that relay system preferably is provided between' the '40 "this fluid is 'bloeked against circulation through shiftover-valve S emd the main motors lill aridEZ -eo as" to shutoff:thefsouree of driving energy 1 to fthe -inain motors tvhn the centrol means of the valve is moved-to emergency control position.

i-thepump Kby the ran pistonstl and =32 (Figure 3); The pump' K nevertheless isin' direct connection with norts'-'l R2 "and 2R2 and the corresponding ends of the -ram cylinders to the right 'A pressure bleedline system moreover extends =of pistons3l and 32. This port of the system acfron the pump' K and its associated"conduits to the shif-teover valve S sdthavwhen the pump Kis brought in'to op'eratio'n and develops" pressure in its ass'ociate'd :conduit system, ipressure fluid in these =bleect-lines serve' to actuate {the sl'iift over ago valve s; and to condition: the waive for cutting'in and maintaining the Dump *K en" the main hy- 'draulic system. 9

"T-For -simplicityftheieonduit-system'iirom pumpK will first ibe.tdescribed'iinvitsrelation to valve- S. :25

'Thereuponrthe manner in which the" pressure *bleedlines operate :the" va-ive'5S vvill'i'be described, together ;wi-thethe' mechanism for hririgi-ng about ithis operation.

'iLetaus mlssumeithatiport r'udder -operation'is rewho quired. Im-Such'casei the motorifldrivespump'fl "Fin;a direction' sucmthat EOTti'K l ebf'thepwnp be- -eomes the {outlet ior highepressure port. Fluid passes :ithrough iconriuittrtfi'sto port III of the selflooking nvalveia ll. litheflnperbltion of "the va'lve 2A5- separate rrom that of ai-furt'her piece of stand-by equipmenhbomprisirig' hand-drivenrpump 'H, by -mea-nsof the. seife'lecking :valve L. The purpose rand constructionofiithezpumpll Willsbe described cam-best :be% understood by :referen'cwto the "concordingly' 'contains' ffluid which in the present inhand sideidfirain cylinder [RC for operating the rudder "26 150"130117.

The rams IR and 2R accordinglyvfunction in -tandem,' and exert a satisfactory control. The

run force of zstan'd-rby pump'K'is applied 'to one tram cylinder rather than being distributed betwee'n two as'in the base of thefmain power pump hence standi-by -pump'Kis of ratingsubstantially less than"that ofthewmain-pumps Pl andPZ. Even with reduced pumpiratingwe find that our systemvachieves*fullship speed control at about one-halfrudder:angle-or half s'hip speed control at full zrud'der angle. "This ordinarily is found adequate for auxiliary operation. As aifui'ther -feature 0fvour iinvention, yi tis" noted that the two auxiliary rcontrolsgare'isolated one from the. other.

The fluid esys'tem of "the" pump TK is maintained nectionsrwhichrarei established whemmain operation is discontinued and emergency voperation Bhe --precise details of f the constructiczi of the ,portLhfiFigJL):fluidweourses acrossrconduit'fi'lmags-:23, rl 5, and nt l "Self-Kicking y ul c iportliz and-thencerthrough/conduit 40; l hence the I fluid courses idewn --threugh conduit 4 l to {port S tter j valvess." Theiconnectionswwhiehrare now established -in waivers :for --this emergency nositi neareadisslosed in fi ieure 5.. e-Fluidi-courses r e *ycutaby the evalve before reachi-ng pump K; Although theiuseofthe-selfdocking'valve L in conijunction "with rthe' motor adrivenpump is preufromiportest throughhconduitimpanel per Si icenduit 25. Eahemaasseenin Ei ure-i-it rse and port v2B2 tto the, trightrend-inf ram cylinders swung clock-Wise about axis 21, thereby giving riseito porteruddersoperation. PFIuid thence flows JfemWh-eleitepdiofwram-rcylinder (2R6 athrough rportitltl ,vitoiconduit Z3: henceitve urses acrossc'im I bout 2B4,,c0nthiit 2B1, -;pert e233,. conduit l1, diswee ly ramtoss *T rconir e ti n 511, :ieonduit M now @1319 cited my :main transfer waivem From iriehi '11 Figure 3,-swvinging arm 2.3 rn lockwise direction-about and rise'zto:portrrrudder:operation.

he aetioniis cadditive toathat of the @rLinkage. i lt issuffieient 1309110138 that its construcation is suchthat should momentary reverse loads r01 rcons-i'derable' magnitudebe placed uponthehy- V :draulie system, as by adarge wave striking against the rudderwthis momentarysurge-wi ll be blocked 'ferred, an anti-kickbackdevice" E5' such as a otRC. ,Ristnmfit is foreeditovthe-lemin Figure3, :spring' -elutch; shoek absorber, brake or the like, earldflthe asscciateid,armrstfi-aandarudderdfi are -mayeinstead be' connected: to drive shaft vE6 of the motoriEa-and drivensha-ft "E1: of rthe pump to re- .-'1ieverbacksurgesron vt'hennotor which are initiated "zatctlieirudder; This protective-device'Eimay be of any satisfactory ideslgn, andfdoes -not per se form part of this invention. Further elaboration ofait's details -is,?therefore, unnecessary. I We-tfind' itpreiera-ble to bleed ifiuid torthe main "low pressure nr fluidfintake line between the :self-locking valve 2L and motor driven pump "K for isubst'antial-ly -preventing the pumping of airwrto":thewselielocking-va1ve. In the present -;-embodiment=:weytherefore provide auxiliary fluid supplyemeans to compensate, for any lack of fluid finder-ARC. Piston-g7oiin ithe'qeumpfrco-nduits 38, 39, which includes :fiuidexpansion =tank-:%60, shuttle valve A v(see wtapilines 52eand 41 leading from ports A3, A! theweylinder 59 the; alvetoeandnfts 38.1 of m With pump K running to drive rudder 26 to port, conduit 39 becomes the pump discharge line while conduit 38 becomes the fluid intake line. A small quantity of pressure fluid from the pump pressure-leaks from conduit 39 throughbleedline 41 to junction 48. From junction 48 a conduit 49 leads the fluid to port A4 of valve A and into the valve casing. Within the casing the fluid drives shuttle means of the valve to a positionwhich establishes the circuit connections shown in Figure 9. 'Any fluid displaced from the shuttle valve A in the shuttling operation is returned via port A! and conduit 50 to junction then through bleedline 52 to conduit 38, and thence back to the inlet or low pressure side K2 of pump K. Once the valve shuttle means undergoes displacement tothe position represented in Figure 9 fluid flow across or between valve ports Al, A5 is blocked, while conduit 64 establishes communication between ports A3, A5 of the valve.

The expansion tank 60 is connected by means of conduits 6i and 63 with the valve port A5. A flow of auxiliary fluid may be traced from the tank through the conduits just mentioned,-

through the conduit 64 in valve A to port A3. From port A3 the fluid courses through bleedline 52 and then discharges into the maininlet conduit of pump K to provide any needed additional supply of fluid between the self-locking valve and the pump, while the pump is in operation.

An auxiliary supply of fluid likewise is provided in conduit 39 when the pump K is reversed for starboard rudder. In this case, con-: duit 38 becomes the high pressure conduit leading from the pump and, therefore, fluid pressure leaks from this conduit into bleedline 52. A tap line 50 conducts the fluid from line 52 to port A! in the valve casing so as to cause fluid pressure displacement of the valve shuttle means to the valving position shown in Figure 10. Any fluid displaced from the shuttle valve A in the shuttling operation, as from neutral or balanced fluid pressure position of the shuttling means represented in Figure 8 is returned to the pump K from port A4 via conduits 49 and 4'! which connect the port just mentioned with intake conduit 39. With the valve set to position represented in Figure 10, it will be noted that fluid flow across valve ports A3, A5 now is blocked, while conduit interconnects ports Al, A6 within the valve casing. There is accordingly made available, when the emergency pump circuit so demands. a flow of fluid from expansiontank 6!]. Fluid from the expansion tank reaches port A6, through conduits GI and 69 which connect the tank with the port, and continues along conduit I0, through port Al, and bleedline 4! to discharge into pressure conduit 39 of the pump K.

The shift-over valve S, as has been mentioned is set, upon energization of pump K, from its normal position shown-in Figure 4, to its emerency position depicted in Figure 5, wherein it connects pump K across the main hydraulic system. The preferred mode of accomplishing this valve movement is through the intermediary of the fluid-pressure actuated shuttle valve B (Figures 2, ll, 12, 1-3), pressure fluid bleedlines leadin from the pump K to the shuttle valve and shift-over valve, and apressure responsive control piston or the like in the shift-over valve.

For a discussionof this operation it will be assumed that port ru'dder conditions maintain. 011.75

- established. .up at the inlet port S1 to a value in excess of sure differential into its emergency position "12 the far-side of self-locking valve L from pump K, a bleedline 76 (Figure 2) leads to port Bl of the shuttle valve B. i From junction 80, a conduit 79 leads to port B4; The fluid, which pressure-leaks through conduit 19' from conduit 4|, drives the shuttle means of valve B to a position which establishes the circuit connections: shown in Figure 12. Any fluid displaced from the shuttle valveB in the operation is returned through port B1 and conduit 18 to junction IT and thence through bleedline 8| to conduit 45, and thence back to the inlet or low-pressure side of pump K. Through conduit 9|, in valve B, the fluid from conduit 16 passes through port B2 and conduit .83. Thence the fluid continues through port S! of the shift-over valve S. Ordinarily when the pump K is deenergized, the pressure on-opposite sides of the movable element of the shift-over valve S, as applied through ports S1, S8, is the same. The valve is then in its initial position and the normal fluid circuits'as discussed with respect to Fig. 4 of the drawing are then established. The normal fluid .circuits, as have been heretofore discussed with respect to Figure 4 of the drawings, are then Should, however, pressures build that exerted at port S8, the movable element of the valve is shifted bodily to the left in Figure 5 to establish the fluid circuits shown in that flgure. Fluid compressed at the left side of the valve S (Figure5) is forced out of port S8, through the conduit 51 to junction 58 and thence through conduit 59to'expansion tank 60. Part of the fluid at' junction 58 courses through conduit 84 to ,iunction 85, conduit 92, port B5, conduit 93 within the valve B, port B3 and conduit 8|. back to the return or low pressure conduit of pump K. The movable element of shift-over valve S is thus effectively moved by the presshown in Figure 5.

It is apparent that upon de-energization of um K and movement of the transfervalve V 'back' to one of its two initial positions for em eretion bv pumps Pl, P2, the movable element of the valve S may be moved in suitable manner to its initial position shown in Fig. 4 as by eoual zation of fluid pressure or by external mechanical means as shown in the com anion a'o- "nlication referred to above. To replenish the fluid which has been pressure-forced into the v expansion tank 0 upon movement of valve S to the left. fluid will. upon return of valve S to its norm position. flow from the expansion tank through conduit 59, Junction 58 and conduit 51 to ort S8.

It now'desirable to discuss the emergency operation through pum K, for starboard rudder.

In this instance, port K2 of pump K becomes the outlet, or high-pressure port. Fluid courses under been detailed hereinbefore. .55

pressure through conduit 38 to port L4 of the self-locking valve L, the purpose of which has The fluid then courses across conduit 66 within the valve L as shown in Figure 7. From port L3 the fluid courses conduit 45, conduit 45, to port S3 of valve S. Thence through conduit 44, port S2, conduit 22. port IE3, conduit [B1, port IE4, conduit 2|, and port IRZ, to the right side (Figure 3) of the ram cylinder IRC. The piston 3| is thereby forced to the left in Figure 3, and arm 29 and rudder 26 are swept counter-clockwise (Figur'e 3) about axis 21, for starboard rudder. Fluid in the left portion of ram cylinder IE0 is swept through 2R6 i-t will befseenitliatflui courses through port eisele d om e-lejf the mpvement ofth em flu g through epproxi wen ff'ofii d 'goes"substantiefdaniagei Iii this iri'st ahce; unless further pi'visibn is'ma'de' end aiddlt nfl steed} weqei'pmem is-available, it WilfbefimbbS'siBl to steer the Vessel and it will be left toWHe mere? were u 114 aetiohi wefipi'bvidzaginst this-identingefies by the prorfsien= o 'as se'n'd uni't orsmfiamyeqmp: nrierit comprising a'hand-driven auxilia-mr pump. Hmid-tlriiakn ailmilidi'y appa'mtus v Thishand driven auxiliary pump His showfi, s'ehemec-tieeny; @in Figure zes disposedet'the right of the-pump Preferably the pu mp H isdis posed ,elosely adjacentthe'jrams IR, 2R and: the rudder: 26'; A crank -HLwiHustrativeIy disposed et-a-safe p'oint aboard-the ship. remotefrom the wimp is secu-red' in== desired" suitable manner as through" shafting and. gearingi to the" shaft A H2 05- the pump I-R- The pump H also preferably the hand-driven pump 1-! and motor'driven pump Kwwith dr'iving: motor E may be provided-in a unitarysubmersiblecausing mot shown) Aisuit efble' safety device, known'aJ-s an: anti -k ickback device: is disposed imtheshaftI-IZgbetWeen the pump H and the operating-crank; H 1; This antivis-dmzmsecl in wwater-tightwcasing (not shown) kiekbaekidevicemay be anyone of a-numbei' oa?= m'mvemtiona1 oiesig gnsi Itserves" to 'protecfithe meni- T 1, my ctm'duit port rudder operation.

.At the same time and having reference in .par-

ticular-toFigures 2 and 12, pressure bleedlines are employedto ensure proper movement of shiftover valve S through shuttle valve 13. Figure 12 discloses, schematically, the connections within the-shuttle valve B which are established for Through bleedline 16 from conduit 4|, pressure fluid is transmitted to junction 8! thence through bleedline 19. Part of the fluid courses to port B6, and thence into the valve, moving the shuttle and thus conditioning the valve to the position shown in Figure 12. Fluid displaced at the opposite end of the shuttle courses through conduit 18 to junction 11 and back through bleedline 8| to the re- .turn conduits 55 and 12, to the low-pressure port Part of the fluid in conduit 76 passes across junction 86 to port Bl. Thence (Figure 12), it coursesthrough conduit 9| within valve B to port B2, and thencethrough conduit 83 to port S7. The movable element of the valve S is moved 'to'the left, establishing the fluid circuits shown in Figure 5. The fluid displaced at the opposite end of the valve passes through port S8, con'-; "duit 51, junction 58, conduit 84, junction 85, conduit '92, port B5, conduit 93 within valve B, port B3, and bleedline 8|, back to conduit 45, conduit =12, and low-pressure or inlet port E of the pump H.

' For starboard rudder operation through pump H, fluid connections are substantially the reverse of those just described and may be traced as follows: From high pressure or outlet port H5, conduit 12, conduit 45, port S3, conduit 44, port "S2, conduit 22, port |B3, conduit [B1, port 1B4,

conduit 2|, and port IRZ at the right end (Figure 3) of the ram cylinder IRC. Piston 3| is forced to the left (Figure 3). Arm 29 and rudder v are forced counter-clockwise (Figure 3) about 'axis 2'1.

This gives rise to starboard rudder conditions. From the left end of cylinder IRC the fluid courses through port |R|, conduit 20, port Thence conduit 25, port ZBI, conduit 236, port 232, con- Iduit 25, port S5, conduit 42, port S4, conduit 4| and thence back through conduit H to'the port which is now the low-pressure or inlet port. Starboard rudder action is accomplished simply by reversing the direction of rotation of crank HI Should for any reason excess pressure be developed through the rotation of the pump H, this is relieved through the passage of fluid through conduits l2 and 88 to pressure relief valve 89.

Excess fluid blown off under pressure conditions from this relief valve passes back through pressure bleedline 90 to conduit 1| and thence to the low-pressure inlet port H4. v While these pressure relief valves have been described primarily with respect to and in association with hand-driven stand-by pump H, it is at once apparent that it is equally feasible to equip pump K with such auxiliaries, and we contemplate such use.

During starboard rudder control from pump H,

the shuttle valve B is energized so that the shuttle means thereof is moved to the valving position shown diagrammatically in Figure 1 3 s the fluid to junction 11 and thence through conduit 18 to port B7 of the shuttle valve B. The fluid passes across to portBI, driving the shuttle, and fluid at opposite end of the shuttle is displaced and courses bleedline- 19 to junction and thence back through bleedline 16 to lowpressure inlet port H4 of the pump H. From junction T! the high-pressure fluid also passes to port B3 and thence (Figure 13) through conduit 82 within the valve B to port B2, whence the fluid passe through bleedline 83, to port S! of the shift-over valve S. The differential of the pressure thus created forces the movable element of the valve S to the left in Figure 5, establishing the fluid circuits shown in that figure. Fluid forced outwardly at the left side of the movable element passes through port S8, bleedline 51, junction 58, bleedlines 84 and '86, port B6, conduit 81 in valve B, port BI and thence through bleedline 16 to the low-pressure conduit 4|. Thence the fluid returns to the low-pressure or inlet port H4 of the pump H.

It will be noted that while the direction of movement of the shuttle valve B is substantially reversed for port and starboard rudder conditions, in each instance the effect on the shiftover valve S is the same, and the direction of movement of the latter under the influence of the hand-driven stand-by pump is the same for both directions of rudder operation.

The operation of the various parts of the apparatus is apparent from the foregoing detailed description, so that no repetition is required at this point. The important advantages obtain that so long as the Vessel remains afloat and sufficient rudder exists intact to guide it, the steering assembly exists for steering the vessel regardless of the extent of damage thereto. Thus, for high speed normal operation the main rudder controls are available, energized by main pumps Pl, P2 of high rating. Sensitive, rapid control is ensured.

Upon damage, however, to the main assembly, the motor-driven stand-by pump K, both the pump itself and the controls of which are disposed remote from the main pump and its controls, respectively, is brought into operation.

The rams are then series-connected and are energized so as to swing the rudder at moderate intermediate speed. Less sensitive rudder control is ensured, sufiicient, however, to steer the ship satisfactorily at reduced speed up to about halfspeed. Should major damage be occasioned to both the main pump assembly and the motordriven stand-by equipment, there remains the hand-driven pump H which permits operation of the rams, in tandem, at reduced pressure and so a to swing the rudderwith suflicient rapidity to navigate the vessel atlow speeds, up to, say, about one-fourth speed.

While the various valvesand fluid circuit connections (conduits and bleedlines) are shown in schematic development and in extended form for clarity of illustration and description, it will of course be understood that these elements of the apparatus are unitary and self-contained, and are of small compass. Thus, the assembly is relatively compact and requires but small space within the ship.

It will be obvious from the foregoing that While pumps P l P ZQnevertI-leIes's, the construction is so advantageously designed that no interierencewill be occasioned by that one of the pumps which is energized-with the pumps which are de-commissioned, and are held as stand-by equipment.

A further important feature ofour invention, is the provison for the pumps K and H of means to prevent momentary reverse surges of iiuid which momentarily are at {pressure in I excess ;'of

those exerted by the pumps infthe working direction of the fluid. Because these pumps have lower ratings than the pumpsPl', P2, theysometimesyareunable to overcome suddeh'reverse stresses such'as are produced usually bylarge waves striking therudder' .and tending to swing it ina direction opposite tothat caused by the pump; No, such provision is ordinarily necessary r rrump rl, P2, since the torques produced. by these pumps are sufiicient' usually to overcome sudden reverse stresses produced in the fluid system.

. We claim:

1. A ship-steering assembly comprising, in combination; a rudder swingably mounted on the ship; coupled hydraulic means connected with said rudder for swinging the latter; a shift-over valve having selective main and emergency control position; a main hydraulic pump connected throughthe shift-over valv with said 'coupled hydraulic means in parallel arrangement, said connection being established with the shift-over valve in main control position; and an emergency gency control position.

-'trol1edships, a plurality o'f hydraulic rams for driving the rudder, auxiliary pump means for op- "erating's'ai'd plurality oframs in series relationship with one another in either direction of pumping, and pressurefactuated self-locking valve means open for passageof fluid in the direction of flow "establishedby thepump means and effective of fluid ens-aid. pi'nii'p.

A ship steering assembly comprising, in combina'tion; a rudder, a pair of hydraulic means con nected with said "rudder for. driving the same, main and emergency pumps ,in corresponding hyin blockingmbmentary reversed direction surges draulic systems andiadapjted to be connected with said rudderdriving means, hydraulically operable shift-over valyemeansic'ommon to the systems of saidpumps for selectively connecing said pair .of

rudder driving means inparallel and to .oneof the pumps 'to the. substantial exclusion -of the other, and a bleeder system from said emergency system, for hydraulically actuating said shift-over valve to connect said .pairof, rudder driving means in series and tosaid emergency pump.

r 6. A ship-steering assembly comprising, in combin'ation, a plurality of rudder driving motors and a pump for supplying fluid to the same in a main hydraulic system, motor-driven and hand-driven auxiliary pumps each in series auxiliary system with said rudder driving motors, and a shift-over valve common to the main and auxiliary systems for selectively rendering either one of the systems operative to the exclusion of the other, and connecting the motors in parallel arrangement for the one and in series arrangement for the other.

7. A ship-steering assembly comprising, in combination, a hydraulic rudder motor, a main pump in hydraulic system with said rudder motor for operating the same, motor-driven and handdriven pumps in auxiliary systems with said rud- 2. A ship steering apparatus having a hydraulic rudder steering control system comprising in combination, main and auxiliary pumps, a plurality of hydraulic piston-cylinder steering motors, a shift-over valve through which the main pump is connected with said steering motors in parallel arrangement and cut out with connection of said auxiliary pump to said motors in tandem arrangement and pressure bleedline means connected with said auxiliary pump and the shiftover valve for efiecting auxiliary control position of the valve when the auxiliary pump is started.

3. In a ship-steering apparatus comprising a steering rudder, apair of hydraulic means connected to said rudder for swinging the latter, a hydraulic system for operating" said rudderswinging means, a main pump norm-ally coni said auxiliary pump to said shift-over valve for pressure-controlling the latter to out the auxiliary pump, when energized, into said hydraulic system and connecting said pair of hydraulic means in series, :and a relief valve connectedin the hydraulic system adjacent the auxiliary pump, for releasing excess pressure from said auxiliary pump and shift-over valve. 7

4. In a ship-steering assembly for rudder conder motor, a shift-over valve for selectively rendering the auxiliary systems operative to the exclusion of the main system, and a self-locking valve disposed hydraulically between said motordriven auxiliary pumps and the shift-over valve for arresting reversed pressure.

8. A ship-steering assembly comprising, in combination, a rudder, a hydraulic rudder motor con-. nected with the rudder and in main h draulic system with a main energizing pump, an auxiliary pump in auxiliary system with said rudder motor,

a fluid-actuated shift-over valve common to said main and auxiliary systems for selectively rendering either one of the systems operative to the exclusion of the other, a fluid expansion tank, and shuttle valves connected to opposite sides of said auxiliary pump, one for admittingfluid from said expansion tank to the inlet side of said auxiliary pump, and another for admitting actuating fluid to said shift-over valve to achieve auxiliary system operation.

9. A ship-steering assembly comprising, in combination, a rudder, a hydraulic rudder motor connected with the rudder and in main hydraulic system with a main energizing pump, an auxiliary ation of auxiliary pumping regardless ofdirection of, the pumping.v v

.10. A ship-steering assembly comprising, in combination, a rudder, coupled pi-stonscylin-der .hydraulic steering motors connected with said rudder and connected together in parallel arrangement and in system witha main pump, an auxiliary pump and driving motor therefor encased in a water-tight submersible housing remote from said main pump and in series system with the steering motors, and a shift-over valve common to said main and auxiliary systems and rembte from the main pump for selectively rendering either one of .the systems operative, to the exclusion of the other and changing theconnec- :tion between motors from a parallel arrangement ,in the one 'case to a series arrangement in; the

other. r

f 11, A ship-steerinng assembly, comprising in combination, mechanically coupled piston-cylinfder hydraulic rudder-driving rams and a main pump for supplying fluid to the same in hydraulic system, and an auxiliary pump hydraulically con- 20 nected with said mechanically coupled rams in series arrangement and excluded by the ram pistons against directly pumping fluid beyond the hydraulically adjacent face of each of the same.

ALBERT RIVINGTON STONE. ALBERT GIRVIN WINCHESTER.

REFERENCES CITED The following references are of record in the file of this patent: g UNITED STATES PATENTS Number Name Date 1,056,194 Martineau Mar. 18, 1913 1,307,839 1 Williams June 24, 1919 1,725,489 Stratton Aug. 20, 1929 1,955,922 Lamond Apr. 24, 1934 2,288,076 Erling June 30, 1942 2,387,307 Stone Oct. 23, 1945 FOREIGN PATENTS Number Country Date 262,245 Great Britain Dec. 9, 1926 360,458 Great Britain Nov. 2, 1931 

